Train-stop system



4 Sheets-Sheet P. F. SMITH, JR

TRAIN sToP SYSTEM Filed oct. 26, 1927 March l2, 1929.

March l2, 1929. P. F. SMITH, JR 1,705,102

TRAIN STOP SYSTEM Filed Oct. 26. 1927 4 Sheets-Sheet 2 March l2, 1929.

P. F. SMITH. JR

TRAIN STOP SYSTEM Filed oct. 26. 192'/ 4 sheets-sheet 3 gru/vento@ Persf/701117.75 milv,

March 12, 1929. P. F. SMITH. JR 1,705,102

TRAIN-STOP SYSTEM Filed oct. 26, 192Wl 4 sheets-sheer 4 Pe 715 fo 17.75mii@ Patented Mar. 12, 1929.

ETE 'STA'ES ATE? FFICE.

PERSIFOR FRAZEP. SMITH, JR., or PAOLI, PENNSYLVANIA, AssrGNoR To THEUNT'ON SWITCH & sGNaL COMPANY, or swissrnnn, PENNSYLVANIA, A CORPORATIONon PENNSYLVANIA.

TRAIN-STOP SYSTEM.

Application filed October 26, 1927. Serial No. 228,901.

This invention relates to train stop systems of the continuous inductivetype, 1n which a plurality of cab indications are given both theengineman and the lireman, in`

ductively, from the rail current, together with means carried on thelocomotive for displaying the proper signals, depending upon the trackconditions in advance of the locomotive.

Another object of this invention is tO provide a practical electricalinterlocking means through which the primary object of the train stopdevice cannot bc set aside and ignored by the engineman in the operationOt' the locomotive. l

A further object is, to provide means for locking the reset switchthrough the medium of the double-heading cock.

A still further object is to provide an electro-pneumatic switch whereinan electric circuit is broken in the reset switch when the doubleheading cock is closed.

lVith these and other objects in View, which will be more readilyapparent as the nature of the invention is better understood, the sameconsists in the novel construction, combination and arrangement of partsas will be hereinafter more fully pointed out, illustrated and claimed.

It will be readily understood by those skilled in the art to which thisinvention belongs, that the same is susceptible to some structuralchanges and modifications without departing from the spirit or scope ofthe invention, but a preferred and practical embodiment of the inventionis shown in the accompanying drawings in which Figure 1 shows a planview of my improved reset switch, together with a sectional view of thediaphragm and locking plunger used to rotate` the shaft of the switch.

Figure 2 shows a sectional view taken on the line 2 2 of Fig. 1 andshows the manner ot completing the circuit through the switch.

Figure 3 shows the position of the pneuiuatically-operated plunger whenthe switch is iu the closed position.

Figure 4 shows the position of the pneumatically-operated plunger whenthe switch is in its open position.

Figure 5 shows the front and edge views of a ring adapted to be securedto the switch shaft and used when the circuit is Opened and closed, asclearly illustrated in Fig. 2 of the drawings. y

Figure 6 shows a front and side elevational view of the ring housing,which is designe to encase the ring shown in Fig. 5.

Figure 7 shows a sectional View taken on the line A-B in Fig. 6 of thedrawings.

Figure 7 shows a sectional view taken on the line C-D of Fig. 6 of thedrawings.

Figure 8 shows a plan and elevational view of the switch actuating en'dof the pneumatically-operated plunger, as illustrated in operativeposition in Fig. 1 of the drawings.

Figure 9 shows a partial sectional view of the double-heading cock thatI use in con nection with this invention.

Figure 10 shows a sectional view taken on the line 10-10 of Fig. 9, andshows the location of the ports in the plug valve, as well as theposition of the ports in the valve casing.

Figure 11 shows a sectional View taken on the line 10-10 of Fig. 9, andshows the plug valve rotated 90 degrees from that shown in F ig.V 10 ofthe` drawings. I

Figure 12 shows a portion of a side elevation of my improved plug valveused in connection with the double-heading cock.

Figure 13 an end elevation of the plug valve shown in Fig. 12.

Figure 14 shows an edge and side view of one of the locking bars whichengages the bridging element when the switch is in its open position.

Figure 15 shows ya sectional view of the engineer-s brake valve, withthe associated parts used therewith.

Similar reference numerals refer to simi lar parts throughout theseveral figures of the drawings.

In carrying out this invention I use a new design of double-headingcock, which is designated in its entirety by the numeral 10 and consistsessentially of a body portion 11, in which is positioned a bushing 12.The bushing 12 is provided with a tapered bore into which a plug valve13 is positioned and adapted to rotate. Cored passages are provided inthe bushing and through the plug valve which communicate with inlet andoutlet pipes in the body' portion 11 of the double-heading cock; as willbe' pointed out fully in the specification.

Cil

ln addition to providing a new design of double-heading cock, 10, Iprovide a new design of reset switch, designated in its entirety by thenumeral 14, and consists primarily of a casing 15 through which passesa. shaft 16, having a handle 17, attached to one end thereof for thepurpose of rotating the shaft. rThe shaft 16 is further provided with aplurality of current-carrying Contact bars 18 and 68, which serve tomake and break the circuit at the contact points 19 and 20, as shown inFigure 1 or" the drawings.

The reset switch 14 is further provided with an air-operated plunger 21,actuated through the medium of a diaphragm 22, positioned in a casing23, and adapted to be sandwiched between the flanges 24- aud 25, made asan integral part of the base and cap, respectively, of the casing. Thediaphragm 22 is provided with a perforation 26 through which one end ofthe plunger 21 is adapted to pass, while the protruding end 27 isprovided with means for holding the plunger securely attached to thediaphragm, as clearly illustrated in Fig. 1 of the drawings.

The case 15 of the reset switch is provided with means for attaching aflange 28, constructed as an integral part of the diaphragm casing 23.The base of the case 23 is further provided with annular recess 29,against which is positioned a spring 30, the free end of which restsagainst a plate 31, which is sandwiched between the` shoulder 32 on theplunger 21 and the diaphragm 22. This resilient element serves toretract the plunger 21 .from the break to the make positions of theswitch, as shown in Figs. 4 and 3 of the drawings, respectively.

Let us now assume that an engineman has a clear cab signal and isproceeding at the authorized speed, and the cab signals change to theapproach restricting position, denoting a change in the track conditionsin advance of the locomotive. A warning whistle 32 is sounded, but theengineman fails to acknowledge this change in signals and the brakes areapplied. Under normal operation the train would come to a stop and theengineman would be obliged to get off the locomotive and go to the resetswitch, and reset, after which the brakes could be released.

Let us further assume that the engineman tries to get the brakesreleased without'. bring-V ing the locomotive to a stop as required andproceeds by closing the double-heading cock in which case air from pipe34, of the application control valve, designated in its entirety by thenumeral 35, passes through the cored passage 36 in the plug valve 13 ofthe double-heading cock 11, to the port 37 in the valve bushing, asshown in Fig. 11 of the drawings. From port 37 air passes from thedouble-heading cock to the diaphragm chamber 38 of the reset switch 14,these elements being in piped relation with each other. Air from theapplication control xvalve thus enters the chamber 38 of the resetswitch and dei'lects the diaphragm 22, and forces the plunger 21 out, asshown in Fig. 4 of the drawings. hen the plunger 21 is forced out, asindicated in Figure 4, it will be seen that the circuit, formerlyestablished between the terminals 39 and 40 is broken.

This circuit is completed through a inagnet if'alve 41 on theapplication control valve Fig. 15. When this magnet valve becomes(le-energized, it vents a timing reservoir 42 to atmosphere through arestricted port 43, to the small warning whistle 32, which soundscontinuously for several seconds, at the end of which a timing valvewill move down by a resilient spring action; chamber 43a is thusconnected to the atmosphere through port 44 in the engineers brakevalve.

When an automatic brake application is instituted, brake pipe pressureis connected to a pneumatic circr-t controlled 44a through a port in thebrake application valve through pipe 45, such that, when the brakeapplication valve is in the application position, brake pipe pressurewill operate a contactinger 45"L in the pneumatic circuit controller442L and open the circuit to the acknowledging switch, such that theapplication control valve magnet can only be reenergized by operatingthe reset switch 33. Vire thus have the circuit through the magnet valve41 and the circuit through the pneumatic circuit controller 44a broken.

The re-establishmentof these circuits is made in the following manner:-

The circuit through the magnet valve 41 having been broken by theclosing of the double-heading cock 10, which, as explained above, brokethe circuit through the reset switch 14, making it impossible toestablish this circuit except by opening the doubleheading cock 10. Whenthis double-heading cock is open, air from the chamber 38 is permittedto pass through port 37 and escape to the atn'iosphere through port 4Gdrilled through the body portion ot the plug valve 13. After thepressure in chamber 38 is released, the spring 30 reti-acts the plunger21 and the circuit through the magnet valve. 41 again is established.Having eslablir-hed the circuit through the magnet valve 41, it isnecessary to establish the circuit through the pneumatic circuitcontroller 44A. The eneineers brake valve is then placed in lap pesitionto close the vent et pipe 34 to atmosphere through port 47 in the brakevalve Fig. 1.5. Pipe 34 is yet connected to the atmosphere through pipe48 to the timing valve. lVhen the train stops, the engineman havinglapped his brake valve descends to the ground and operates the handle 17of the reset switch, which action energizes an ac- 1" ilo knowledgingstick relay (not shown in the drawings) in accordance with the cabsignal displayed, and this reenergis/ies the magnet valve all when resetswitch is returned to noriual position, and the final vent to theatmosphere frein pipe 34 is closed as the tiniing valve moves up. TheresetV switch is provided with a helical spring 4t) in order that itreturns to the normal running;r position as soon as released. "he rrturnot' Vthe reset switch to rainning,r position s thus douhly guaranteed,since the circuit to the magnet valve fill is not closed until thedouble-hemlingg cock 10 open and hoth the reset 14 and acknowledgingswitch 14 are in their norlnal running positions.

Further in connection with pneuinatically operated switch 14. it will henoticed that the movement of the diaphragm is such that the plunger 21,which is provided with an anti-friction roller 50, coacts with a detent5.1, which it moves through an angle et' (5t) degrees: the strot-ie otthe plunger :2t heine' limited hy a plurality of collars and ht.positioned on the sha tt'. 'he ai gli of (3() degrees being` chosen asthisl quite i1 iliicient to turn the switch shatt to either make orhreak the circuit as illustrated.

ln the design ot the reset switch 14, l provide a ring* 51, which isadapted to be positcned on the switch shatt 16 and securely held inplace by a pin 55, shown in posihin in Figi'. 2 ot the drawings. Thering 54 is provided with a central bore or perforation :"itl in whichthe shaft 16 is designed to lit. The ring 54- has the outer portion otseg-- nicut 5T reinoved, leaving 120 degrees oetween stops 58 and 5S),as shown in Fig. 5 ot the drawings. (oaetingf with the ring' 54, andenvelopingV the saine, is positioned a rotatable collar (lll, which isprovide-1l with an inward projecting ledge G1, the shoulders (32 and G?)ot' which enia'age 'the stops 5), and o?, repectively, when the collarrotated. 1n order that this collar niay be rotated, a pendant detent (itis provided, which is engaged by the anti-friction roller 5t) positionedin the hiturcated jew h5 ot the plunger 21. The rotatable collar (it) isfurther provided with a tlattened surtace titl on which is adapted torest an iu-uliiion block G7. while a hridginl'gj aint its is mudwichedbetween this4 insulation block aud a similar lrlock (Si). the assemblybeing' heid together hv a machine screw 7u, suitabliv insulated troniach ot' thx ahove parte. lt will he thus ohrerved troni Figures 1, if, 3and il, that the pneumatic portion nierelv breaks the circuit throughthc magnet valve, while the circuit is established by a manual operationot' the reset switch handle 1T.

In the operation ot' this train stop system, 100 cycle single phase A.C. current, from a vayside power line, is imposed upon the rails. Thistrack circuit is periodically interrupted at the codefrequenciesestablished dependent upon the track conditions. Since thilfrequency used is inuch above the ordinary commercial frequencies, notrouble is experienced troni stray current at commercial frequencies.

master relay positioned on the locomotive and housed in an equipment hoxthereou.. is controited hy energy troni the track circuit in which acode transmitter is connected across the track rails at: the threecani-operated circuit controllers` the rains ot which are driven throughgears by a small induction n'iotor. The motor runs at a constantpredetermined speed, and through the above gears operates the Canis andcontacts at constant speed. lVhen a train enters the block, a trackrelay opens and starts the code transmitter, and the 100 cycle A. C.track current is then interrupted hy inean-,` ot the code transmitterthe prescribed number ot times per niinute. depending upon the condiionsoi` the track in advance. This coded current in the rail is picked up hythe receiving coils inounted on the locomotive pilot, Vin advance of thefront engine ti urk wheels.

The energy induced in the receiver is aniplilied and then passed througha nuster trai'isfornier to operate a master relay, which selectivelyenergizes the proper decoding' relays, and through a series of contacts,controls the eab signal indications, the current for which, as well asthe amplifying circuits and relays, is taken Yiii-oni the headlightlgenerator, which furnishes 32 volts.

The cal) signals are of the position-light type and are located withinthe cab on both the engineers and the t'ireinans side ot the eah, andeach display tour indications. An aekno 'ledgring switch, hy whichautiiinia'tic train stop brake applications may be torestalled, islocated in the cah adjacent the engineers seat. A reset switch, withwhich the electrical equipment inay oe reset to perniit the release ofbrakes atter an automatic brake application, is located beneath theright sidel ot' the cab. A timing; valve, with piped relation to a`warning whistle, is located on the right side ot the locomotive aheadot' the cab, and a new type ol'v brake valve replaces the standard steamengine brake valve.

A brake application caused by the train stop equipment, will result' inabout-35 lbs. hriike pipe pressure reduction on locomotives when using110 lbs. brake pipe pressure, which is the usual pressure in passengrrservice. and about 22 lh. brake pipe pressure reduction when using Tt)lh., which the usual pressure in freight service. The automaticequipment niakes only a service brake application. The engineman retainsinanual control over the brake at all times, except that brakes can nothe released troni cab in case an automatic train stop applicafttl lli)

llt?

indicziion is used. iii 'ilus case a line control relay is employed,llri'oiipjli 'die coiifxcby of which the cireiu` in 'flie coile lo iliefr; i

triinsiioiinei' if-1 so seiicied io fiineci` io the iiiiddie cani of dieii'iiiisiiiiiler, which operates at 12() in'oi'rup ione per niinuie.

lvlien :i track circuil is; ciezxi'ed b3' :i train pzi-fsing oui of illeblock, llie coded current over the, rails: i'riick reiziy, dcenergiize;o ie of relays` sind Sops die code Li'ziink forni/er positioned iii ai,didi-- ti'ackwiiy.

Should tlie engineer lne able to ieicii le ilii; lirf aiier sinautomatic brake application, wiliout biingfgiiig his train to :i eigen.Sie purpose of die sys'eiii would be defeziei'l for iliis primary ienSonlie pieseii ii i'ion is; eubinited whereby engiiieniiin not` release thebiwike; until clic ireii l come to :i Siep und ille function ofifc-swiiiiig lim; been accomplished :is siiied zilioie.

l. In :in iniliwiive e eeiro-piifiiniiic stop device. :in ci cri-pneiuniiiic invii reset raxi'cli, il double-liending oci/g means i'oi'iocking s riusc' :swiicii liro llie niediuni oi' the,poiiiiie-iieiidiiif cue f.

2. In :in induclire eiectro-piiei:ic stop device` :in cie-ci.-imiuinziiic reset' swiicli, ii idiiig' ccclz, ein; menney for bri-:din'ne circuii'` iii ilie ie :eiwilcli when i lile l1cz1dfinggY roel,closed.

lro-piieiiiairiic rziiii :dog: de :i las'M \'ul\e..:in iiiipliwiilion'izmirol n, i, :i iii-:eine zippllciiiwn rriire including; :i enigmi, am

electlo-pneunizilic cirfui cozifiollex', :in :ickiiewlidgiiigi-iwilcii., :i doilln'e-liczidiiig coi'l-i, a ice-ei mitch, nieziiiiifor Locking; iiie rev-e1Y ilion llirougli the medium inediiini of liiiedoubiei, iii oif iiiioiiini'ic switch provided wili l)ieikiiiy :iplurality switch, a swicii case,

iiiuiiiciiliy breakin criniiiiiir-z (3. A coi'inuous induciireelectro-pneuifiiiic irziin @iop device, comprising, ain engiiiecr-zbrake relive, :i brake zipplicziiiic-n Valve, a nifignei mire, iiiiiiipliciiion coiirel Valve, ii pncuiiiiii/ cir nii: controiiei', zznici/infuriecig'ini :i rar-ei ewii'cii, ii'ieiiiis 'ior m1nii' fiiioiignthe iiiiigzneli E i Cimii'ol rallye, y 1in for lire the circiiiilii'ougii ti i iztiigiiel' i irougrii iiie ine iilin oiA iiie doubleilvoci: :ind remt ziliiieliing alie ciiciiii, yiivc. Y

Biffi ewicli, and ineens igliioufili ille,

cio-1e 'ife circiiii, 'die circuit nieuwe for l) Hiking i,

@mici points. :ind ineens iioi' i1 i .www x'i 'i/ in( nini ibm-,3o. me

in :in iiuliic'ire elerii'o-i frein loi: dc'V i; i'ciil ifvi'iici! ci' uf ich cec, Lern blocks poe einer side ol ii i i

